Known as the Birmingham Ferrari the Jensen’s CV – including Italian styling, muscular American V8 power and an interior that would do a Rolls Royce proud – was the equal to any Aston Martin. So far, we’ve hinted that the Interceptor is Anglo-American with its Chrysler engine, but there’s an Italian dimension here too. Handling benefits from Koni or Spax dampers plus renewing the 16 bushes employed. Certainly, traveling in a good, well sorted Interceptor is a deeply satisfying experience that’s on par with any Aston.Interceptors can still be intercepted for a song, but you’ll be buying trouble.
I had a baby last year and was going to call him Jensen but alas it was a girl!The best compliment was a guy telling me if you had a car like this in the 70s you were either a rock star or aristocracy. And, when you consider what a lot of metal you’re getting for your money, especially compared to an Aston, the equivalent Jensen is still an astonishingly cheap supercar.Let’s start with the cooling system, w h i c h may be marginal now. A really strange looking booted version that totally ruined those well balanced looks hardly helped either.Jensen stopped making cars in 1976, with the remnants of the company carrying on supplying parts and service.
The Interceptor is best as a leisurely cruiser. Never has a cultured classic been so neglected. It has simply made the performance a little more subtle by removing some of the bark without interfering with the bite.For many years Jensen relied on glassfibre coachwork for the 541 and CV8, but today the Nordic wing symbol graces an all-steel construction, which at least is less prone to damage by careless hands and leaners than is that rather more delicate aluminium panelling of the Aston. Jensen also introduced a 4x4 version of the Interceptor called the FF, predating the Audi Quattro. Convertible version of Jensen’s familiar Interceptor.
On the left of the facia is a lockable cubby hole, and underneath the facia a point for charging the battery.
and drinks fuel slightly more heavily than the Aston, at 10 to 14 m.p.g. And there’s good reason for this. stroke dimensions used in the Interceptor SP, the high-performance, 385b.h.p. Its slab sides...The first examples of this thoroughly modern-looking supermini used the running gear from the old R4/6. It’s a catalogue of proprietary parts, but all the more Sixties- British-specialist for that. For a country that was once crazy about British sports cars, it takes some effort to spot a Jensen Interceptor today. Push-buttons to release the buckles from the fixed centre mountings are on the bottoms of the mountings, awkward to get at because of the centre console and seats and would be better switched to the tops. Better, then, to cruise in a flowing, decorous fashion, devouring counties and continents, on a grand tour in this grand tourer.
. The earlier 6,267 c.c.
The body is gas and CO2 arc-welded to a massive tubular and boxed pressing chassis structure, which ensures strength and rigidity. As we reported in last month’s issue, JIA (Jensen International Automotive) has released the Interceptor R using modern Chevrolet power and running gear – yours for just over £100,000 however.The Interceptor was way ahead of its time and, nearly half a century on, doesn’t feel that dated. We don’t buy this – even with unleaded at some £6 a gallon. The Interceptor’s shape may not have changed since its introduction at the 1966 Motor Show, but like anything else its price certainly has- £3,473 was the original tag and £5,340 bought the brilliant four-wheel drive FF, no longer available. Overall, my impression is that the new engine’s effect has been to make the latest Jensen much more obviously a relaxed and effortless luxury car rather than a sports car. than it was at 80. The Interceptor name had been used previously by Jensen for the Jensen Interceptor made between 1950 and 1957 at the Carters Green factory. These two lights, each with a selfcontained switch (a remote switch on the console would be far better) are situated above each door and aren’t really bright enough to allow a London A to Z to be read.General impressions of driving the Interceptor belie the old-fashioned and almost primitive design by current sophisticated standards, of the suspension, not too far removed from that of the old Austin Westminster. Even better is that, being a Series One, it has the best sort of Interceptor dashboard, with a pair of cowled dials ahead of a large, wood-rim steering wheel and a centre console well stacked with Lucas toggle switches.
Michel Boué desi...Subscribe to continue reading The 100 Best Cars Ever Made Jensen Interceptor III Convertible 7.2 road test.
The stalk on the right controls winkers and headlamp flasher only, the dip-switch being an organ pedal for the left foot to operate, an old-fashioned feature which I wouldn’t mind if it weren’t for the fact that I use my left foot to operate the wide pendant brake pedal in this automatic car, and on occasions I have had to transfer my right foot to that pedal part way through braking in order to dip the lights.The central transmission tunnel is a massive structure which effectively isolates the driver from passenger, yet adds to the feeling of comfort while leaving adequate foot room.
limit is no real problem the V8 burbling happily (and quietly —tappets are hydraulic) at less than 1,500 r.p.m. Excellent performance, steering and brakes as before; thirsty. III’s is supplied by Chrysler from the United States, along with the Chrysler Torqueflite Hi-Performance 3-speed automatic box, similar to that fitted as an option to the DBS V8, but in the Jensen’s case a standard, no-alternative fitment.
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